Condenser for water-cooled engines



Feb. 14, 1928. 1,659,432

w. F. KASPER CONDENSER FOR WATER COOLED ENGINES Filed Aug. 15. 1924 Ill] III IIHI In van for B ZzZzer'F-fflzaper Patented Feb. 14, 192 8.

1,659 432 UNITED STATES PATENTLOFFICE.

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Application filed August 18, 1924. Serial No. #131,778

This invention relates'to improvements in condensers for water-cooled or internal combustion engines, and more particularly r elates to' such condensers ada ted, for use in 6 conjunction with the usual opper or tank of a railway motor car engine. a

The particular object of this invention is to provide a device, which, when operatively connected to the hopper of the engine,

1 will cause the steam generated therein to be cooled and condensed to water, and thereafter returned to the engine hopper, thereby permitting the engineto be run for a lon period of time without the necesslty of having to add additional water to the hopper or engine cooling system from outside sources. 7

A further and more specific object of the invention is to provide such a device having engine hopper an the condenser, which functions to cause the steam generated in the hopper to be intermittently delivered to the condenser, thereby allowing the condenser to substantially cool between each charge of steam thereinto, resulting in a more perfect and thorough condensation of the steam.

A further object of the invention is to provide a condenser of simple and inexpens sive construction, which will readily lend itself for use in connection with the cooling systems of ordinary water cooled en nes such as are commonly employed in rai way motor cars, automobiles, trucks, etc.

Other objects of the invention will more fully appear from the following description and the accompanying drawings and will be pointed'out in the annexed claims.

In the, drawings there has been disclosed a structure designed to carry out the various objects of the invention but it is to be understood that the invention is not confined to the exact features shown as various changes may be made within the scope of the claims which follow.

In the accompanying drawings forming a part of this specification,

Figure 1 is a sectional elevation ofa' portion of a railway motor car showing m in vpntion applied to the engine hopper t ere- 0 and l igure 2 is a diagrammatic representation of an engine hopper and condenser in a water-seal or tra interposed between the Section: gthewater-seal ortrap terposed therebetween. a

In the selected emb railway motor car, comprising the usual frame 4, axle 5, carrying wheels 6, engine 7 and the engine hopper 8. The usual operators platform 9 is shown arranged in the usual manner over the engine and hopper.

An important feature of this invention resides in the novel means provided for cooldiment of the inven f tion here shown there is illustrated, for pura i. poses of disclosure, a conventional type of ing. and condensing the steam generated.

within the engine hopper, and returning it thereto in the form of water. Such means consists in the provision of a condenser 11 preferabl mounted adjacent the forward end of t e car and su portedby suitable means such as theupriglit supporting members 12. The form of condenser here shown comprises upper andlower chambers 13 and 14, respectively, asparticularl shown in Figure 2. These chambers are in communication with each other through a series of upri ht tubes 15 interposed therebetween. A fil er opening 16 is provided in the upper wall of the chamber 13 for the introduction,

therein of a suitable cooling medium such v is preferably as water, and this openin closed by means ofa cap 1 A vent pipe 18 is provided in the upper chamber 13 and this pipe also functions as an overflow pipe, should the cooling system be filled too full of water. From the foregoing, therefore, it

will be seen that the condenser'here shown is similar in construction to an ordinary wator-cooling radiator, such as are commonly used in conjunction with internal combustion en 'nes. I

The oi'm of 'hopper here shown is of this type commonl used on railway motor car engines. As s own, the engine cylinder 19 is mounted in the lower portion of the hopper so as tobe substantially surrounded by the water or other cooling medium 20.

A steam chamber 21 isprovi d above the normal water level of the hopper. A pipe section 22 is suitably secured to the upper portion of the hopper and outwardly and downwardly leads therefrom and has its other end connected to a water-seal or trappreferablylocated at a point below the nor- 7 mal water level of the hopper. This trap Y preferably consists of a horizontal pipe secits other end connected to the lower cham- 1 her 14 of the condenser, referably at one end thereof, thereby estab ishing communication between the hopper and the conuse 0 denser. Thus, by arranging the horizontal pipe section 23 below the level of the water 1n the hop er it will normally be filled with water as s own in Figure 2, thereby normally sealing the hopper 8 from, the condenser 11. I

A nipple 26 is secured to the opposite end portion of the lower chamber 14, and has one end of a return pipe 27 connected thereto which downwardly leads therefrom and has its otherend connected to a similar nilpple 28, secured to the lower portion of the opper 8. The pi e sections 23 and 27 are preferably of exible material so that the condenser may be secured firmly to the motor car frame and still permit the engine to be moved back and forth on the usual sliding base provided for that purpose, in tightening or loosening the belt which drives the car or other shaft which the engine may be belted to.

In the operation of this novel device, in conjunction with an internal combustion engine, steam is generated in the steam chamber 21 above the normal water level of the hopper. When the steam pressure rises above a certain point, the water in the trap will be upwardly forced into the condenser, thereby allowing the steam to surge into the condenser and entirely fill the interior thereof. As the steam contacts with the substantially cool walls of the chambers 13 and 14 and the tubes 15, it is immediately cooled and condensed to water. When the pressure in the hopper and the condenser is equalized,

the water returns to the trap or pipe section 1 23 thus sealing the hopper from the condenser with the result that steam does not then pass to the condenser but is confined in the steam chamber 21 of the hopper until the predetermined pressure is again built up. Thus it will be seen that the steam is intermittently delivered to the condenser, which, in actual operation, has been found to result in more perfect and thorough condensation of the steam.

The form of condenser employed is pref-' erably of the open type so that a current of air may be directedtherethrough for cool ing the walls thereof; When used with a stationary engine, a fan is preferably provided for drawing cold air through the condenser; but when used in connection with a railwa motor car engine and the like, the

f a fan is unnecessary. However, should it be necessary to run an engine for a long period at slow speed then it is advisable to use a fan to draw air through the condenser.

In filling this novel cooling system with water or other cooling medium, no particua sufficient quantity is introduced thereinto to cause the trap to function. Should too much water be introduced or should the system be completely filled before starting the engine; then, as the engine heats the water it will expand and a portion thereof will overflow t rough the vent ipe 18. When the water reaches the boi ing point and steam is generated, the surplus water will be discharged through the vent pipe in the form of steam or water until the proper level is reached, after which the system will continue to function as long as the engine is in operation, the steam being intermittently dellvered to the condenser where it will be cooled and condensed to water, after which it will return to the trap with the resultant sealing of the hopper r steam to the condenser fromthe hopper, the walls of the chambers 13 and 14, and also of the tubes 15 of the condenser, will be sub stantially cooled between each charge of steam thereinto, thereb causing the steam to be more quickly condensed to water than would be possible if the trap were not used tain a cooling fluid wherein said cylinder is immersed, a condenser, a pipe leading from' I the upper portion of said hopper above the level of the cooling fluid and having a trap connection with said condenser, and a return pipe leadin from said condenser to the ower portion 0 said hopper.

2. The combination with a gas enginecyl inder and a hopper containing a cooling fluid wherein said cylinder is immersed, the upper portion of said hopper having a steam chamber above the level of the fluid, of a condenser, a pipe leading outwardly and downwardly from said steam chamber and having a water-trap connection with the lower portion of said condenser, and a return pipe leading from said condenser into the lower portion of said hopper, the liquid in said trap being periodically forced into said condenser by the accumulation of pressure in said chamber and allowing such pressure to flow into said condenser.

3. In a liquid circulating system, a heater chamber, a condenser, and circulating conduit connections therebetween, includlng a liquid trap in one of the connections,-said chamber being partially filled with liquid to provide a steam space, whereby steam genar care'need be taken, provided, ofcourse,

cm the condenser. By thus intermittently delivering the.

a hopper mamas nectin the" top of the chamber with the bottom 0 the condenser, said conduit having a water trap below the level of the 0011- denser said chamber having 1i uid therein 0 normally, maintained substantia y at a level with the bottom of the condenser, and a return conduit from the condenser to the chamber.

In witness whereof, I have hereunto set 16 my hand this 8th day of August, 1924.

WALTER F. KASPER'. 

